Apparatus for automatically controlling the speed of trains.



J. G.'SGHREUDER & V. K. SPIOER.

APPARATUS FOR AUTOMATICALLY OONTROLLING THE SPEED or TRAINS.

APPLIGATIOK FILED AUG. 3, 1907.

Patented Nov. 10,1908.

J. G. SGHREUDER & V. K. SPIGER.

APPARATUS FOR AUTOMATICALLY CONTROLLING THE SPEED 0P TRAINS.

APPLIOATION FILED AUG. 3, 1907. 903,41 0. Patented Nov. 10, 1908.

6 SHEETS-SHEET 2.

WIITN asses J. G. SGHREUDER & V. K. SPIGER. APPARATUS FOR AUTOMATICALLY CONTROLLING THE SITEED 0P TRAINS.

I APPLIGAQTION FILED AUG. 3 1907. Patented NOV. 10, 6 SHEETS-SHEET 3.

5 man win yga w WITN ESSES 7 WW J. G. SGHREUDER & v. K. SPIGER. APPARATUS FOR AUTOMATICALLY CONTROLLING THE SPEED OF TRAINS.

APPLIOATI ON FILED AUG. 3, 1907. Patented Nov. 10,

6 SHEETS-SHEET 4.

- J. G. SGHREUDER & v. K. SPIGER. APPARATUS FOR AUTOMATICALLY CONTROLLING THE SPEED OF TRAINS.

APPLIOATION FILED AUG. 3, 1907.

903,41 0. Patented Nov. 10, 1908.

6 SHEETS-SHEET 6.

J. G. SGHRBUDER & V. K. SPIGER. APPARATUS FOR AUTOMATICALLY CONTROLLING THE SPEED or TRAINS.

. APPLICATION FILED AUQ-ll, 1907.. 903,410. Patented Nov. 10,1908.

6 SHEETS-SHEET 8.

WITN ESSES UNITED STATES PATENTOFFIO.

JENS G. SOHREUDER, EDGEWOOD PARK, PENNSYLVANIA, AND VIBE-K. SPIOER, OF CHI CAGO, ILLINOIS, ASSIGNORS TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSV'ALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

APPARATUS FOR AUTOMATICALLY CONTROLLING THE SPEED OF TRAINS.

I Specification of Letters Patent.

Patented Nov. 1c, 1908;

Application filed August 3, 1907. Serial No. 386,982.

: panying drawings, forming part of this specification, in which- Figures 1, 2 and 3 are diagrammatic views illustrating different embodiments. -of our invention; Fig. 4 is a detail sectional view I of one form of speed control switch; Fig. 5

is a diagrammatic view showing another method of controlling the operation of the valve which effects the service. application of the brakes; Figs. 6 and 7 are detail sectional views of valve mechanism and. shifting motor for changing the positionof the 'trip arm employed hereinafter more fully refered to; Fig. 8 is a sectional View of the valves; Fig. 9 is a plan .view partly in section showing the manner in which the track trips are connected with the hbme and discontrolling magnet.

Our invention has relation to the automatic control of engines and trains, and is designed to provide means whereby a train may be either automatically brought -to a full stop, or its speed reduced to any desired limit, at'any point or points u on the road.

To this end, our invention mcludes tripactuated means carried by the train, (and by the term train as usedherein, we desire to include all kinds of railway motors and Vehicles either single or attached) arranged -when operated to actuate a brake Valve to set the brakes and stop the train. It also includes in connection with such means, or

emergency stop, a second trip-actuated de-' vice which is'arranged to effectia predeter-" 'ger position, and into mined reductionin the brake pipe pressure, and thereby cause a service application of the brakes to reduce the speed to any desired limit. This last named means is particularly desirable in passing a distant signal set-at the caution position, or at curves or other points where it is desirable for safety-that the speed shall not exceed a predetermined maximum. Inasmuch as this last named mechanism is not required to operate unless the speed of the train at the time exceeds the predetermined maximum,

we further provide means whereby such mechanism remains inoperative below a certain speed. We also preferablyuse in connection with our invention, but forming no part thereof, valve mechanism for effecting the service application of the brakes, of a character which will prevent any manual interference by the engineer during the period of such application, and which will automatically restore the brake pipe presssure after a predetermined interval. mechanism of this character is manufactured by the Westinghouse Air,..BrakeOompany, and a form thereof is described and claimed in the application of- Walter V. Turner, Serial No. 37 3,243, filed May 23, 1907.

.The track tripsfor actuating the mechanism carried by the train may be arranged to be operated by or in connection with the track signal mechanism, so. as to be moved into and out of operative position, as the signals are moved from one position to an- ;other. In such cases, asingle track trip arm is preferably. connected with both the home and distant signal mechanism in such a manner that it. will be moved into posit-ion for contact with the emergency stop mechanism on the train when the home signal is at danosition for contact with the service application mechanism, when the distant signal is at cautionary position. When both signals are at safety p0.- sition, said trip arm is preferably thrown entirely out of operative position. Track trips suitable for operating either the service or emergency mechanism may be used independently of the signals, being secured to the track orpermanent' way either temporarily or permanently. at any desired point.

Referrin to the accompanying drawings, the umm -2 designates a depending pivoted trip arm which is preferably secured to the frame of the engine, and which is designed to-be engaged and operated by a track trip arm 3. The arm 2 when moved by engagement with the arm 3 is arranged to open anexhaust port 4 of a valve 5 which is connected with a fluid pipe 6. This fluid pipe. may be the regular train brake pipe, or it may beconnected to the train brake pipe through valve mechanism indicated diagrammatically at 7. This valve mech-' anism is preferably of the ,character de-' scribed and claimed'in the application of Walter V. Turner, above referred to, and itis arranged to operate to set the brakes as by the escape of fluid from the pipe 6. The valve 5 may, however, be any well known form of valve which will directly cause the. application of the brakesby exhausting fluld from the pipe 6. I

Y 8 designates a second depending trip arm which is normally held in central position by a suitable spring 9, (Figs. 6 and 7), and which is also designed for engagement with the trip arm 3 under certain conditions. This arm is attached to a pivotally mounted shaft lOwhich extends into a fluid cylinder 11 and carries a' piston 12. The shaft, pis

ton, and the arm 8 are normally held in the inoperative position shown in 6 by means of the-spring 13 within the cylinder 11. Connected with the cylinder 11 is a fluid supply pipe 14'. The connection between this pipe and thecylinder is controlled by a valve 14 whose stem is arranged to be actuated by an electromagnet 15.

16 is an escape-valve, Fig. '8) which is also arranged to exhaust air from a pipe 17 which may beconnected directly to the train brake pipe, in which case the valve 16; may be any well known form of valve adapted to eifect a predetermined degree of reduction in the brake pipe pressure. Vie prefer, however, to connect the pipe 17 to the valve mechanism '3 above referred to, and which operates by the reduction of pressure in said pipe to e'tlect a service application of the brakes for a predetermined period. This valve is normally held closed by an electromagnet 18 which is included in an electric circuit supplied by a battery 19. One branch of this circuit extends through the contact fingers 20 and 21 which normally engage a contact 22 on the shaft or spindle 10 which carries thetrip arm 8. This contact band 22 extends around substantially one-half the. circumference of the hub 28, and is normally engaged by both fingers 20 and 21. A slight movement of the arm 8 in either direction will, however, cause the disengagement of one of the fingers with this contact band, and thus openthe circuit of the magnet 18. The cincuit of the magnet 15 is controlled by an electromagnet 24 whose winding islincluded in the circuit of a generator 25 which is driven by belt (shown in detail in or other connection 26 with one of the axles,

or other apparatus 27 of the engineer vehicle. The circuit of the magnet 15 is nor-' mally'held closed by the armature 28 of the magnet 24. hen, however, the speed of the train exceeds a certain predetermined maximum, suificient current will be develthe magnet 24 to raise the armature 28, and thereby open the circuit of the magnet 15.

To this end, the circuit in which the winding of the magnet 24 is included may con tain any suitable voltage and current regulating device, or either, so that said magnet may be made effective at any desired speed.

When the circuit of the magnet 15 is opened-the stem of the valve'14 drops and opens the connection between the fluid supoped by the generator 25 through the coils of 1 ply pipe 14 and the interior of the cylinder 11, thereby admitting pressure behind the piston 12 and moving said piston together with the arm 8 outwardly into position to be engaged-by the tracktrip 3. This engagement may move the arm 8 to break the circuit of the magnet 18, thereby opening the valve 16 to exhaust fluid from the pipe '17 to effect a service application of the brakes.

It will be apparent from the foregoing description. that the operative position of the trip arm '8 is controlled entirely by the speed of the train. So long as the speed renrains below the predetermined maximum, the circuit of the magnet 15 remains closed and. the trip arm 8 is held in inoperative position. As soon, however, as the speed exceeds this predetermined maximum, the energization of the magnet 24 opens the circuit and allows fluid toenter the cylinder 11 to able. connection with one of the axles, or

other apparatus of the engine or vehicle. This device may be any well known form of centrifugal governor, such as that shown in detail in Fig. 4, in which 31 designates an eccentrically pivoted weight member which is normally held in the oblique position indicated by the"'dotted lines by a spring 32,

but which tends to approach the vertical position shown by the full lines as its speed increases. This centrifugally acting member operates through a movable stem or plunger 33 upon a pivoted contact arm or lever 34 which controls the circuit of the magnet 15. shown in Fig. 1, when the speed falls below the predetermined maximum, the circuit of the magnet 15 is automatically closed, thereby closing the valve 14 and permitting fluid to exhaust from the cylinder-11 through the In this form, as in the form.

exhaust opening 11' and cuts oil the supply from pipe 14. The exhaust opening 11 is sition.

by the conjoint action of a speed-control de-. vice and a track trip. In this figure, 41 dies-- Fig. 3 illustrates diagrammatically another way of controlling the operation ,of

the trip arm 8. This arrangement differs from those shown in Figs.- land 2,.in that the trip arm 8 is always in position to engage with the traoktrip 3, but means are provided whereby such engagement is in-' effective to operate the release valve 16 except the speed of the train is in excess of the predetermined limit. This is. effected by means of a relay 35 having the two fingers 36 and 37 attached to its armature. The finger 36 normally forms part of a circuit which includes the'contact devices or circuit controllers 38 mounted on the shaft 10 of the arm 8 and similar to those shown in Figs. 6 and 7, and which circuit also in cludes the movable contact member 39 of a speed control device 40 which is similar to the device 34 shown in Fig. 2. The finger 7 normally closes the circuit of the magnet 18. The contact ofthe 'arm'8 "with the track trip 3 will be ineffective to ,open the circuit of the magnet 18, unless the speed of the train is sufiiciently high to cause the opening of the circuit by the movable contact member 39. That is to say, in order to deenergize the magnet 18 and permit fluid to escape from the valve 16, it is necessary that the circuit be opened not only at the'contacts 38, but also by the contact-carrying member 39, since so long as the circuit is closed at either end of these two points, the relay magnet 35 remains energized and holds the circuit of the magnet 18 closed. When, however, the circuit is broken at both these points, the magnet 35 is deenergized causing both fingers 36 and 37 to fall to open positions. Until the speed of the train has been reduced to such anextent as to again close the circuit at 39', the magnet 18 cannot be reenergized. 1

Fig. 5 shows another method of controlling the operation of the escape valve which effects the service application of the brakes ignates an'ordinary ball governor which is driven in any suitable manner from one of the axles or other apparatus of. the engine or vehicle. The vertically-movable member 42' of this governor engages one arm of a latch leveii43, and when the' speed exceeds. a certain limit, moves the other arm of said lever into latching engagement with the arm v44 of a bell crank lever to which the stem 45 ofan exhaust valve 46 is connected, thereby hold-.

ing. said valve in open position. Theother which will be immediately closed by the spring 49. If, however, the speed is above the limit, the latch lever 43 will catch the arm 44- of the bell crank when the latter is operated by the trip arm 48, and will thus hold the valve 46 in open position until the speed has been reduced sufiiciently to'release the latch arm.

As above stated, when the track trip 3 is used. in connection with home and distant signals; its position is controlledby the posit1on of the signals. Thus, if the home signal is at danger, the arm. 3 should be in position to engage the trip arm 2 and-bring the train 'to a full stop. If, however, the distant sig- 'nal is at cautionary position, the arm 3 should be held in proper position to be engaged by the trip arm 8 to effect a service application of the brakes; while if both signals are at safety position, the arm 3 should be held in such position as to be entirely without effect on either of the trip arms 2 and8. \Ve therefore preferably arrange the triparms 2 and 8 upon the engine or othervehicle at different distances from v the center of the track, and so connect the arm 3 with the signal mechanism that it will be shifted laterally into the plane of either the-one or the other of these arms, or. will be rotated to a position below the lower ends of these arms, so as not to contact therewith.

Mechanism for this purpose is shown inFigs. 9, 10 and 11. In these figures 5O designatesthe' usual signal'pole or post, which carries the home and distant signals. 51 designates the usual electro-pneumatic mechanism for operating these signals through the lever arms 52 and thevertical up and down rods 53 and 54'which extend upwardly-through. the signal'post, and are connected to-the semaphore arms. The rod 53 is connected Ito the distant signal arm, while the rod 54 is connected to the home signal arm. 55 designates a link which is connected at one endto an arm of the lever 52 of the home signal movement, and at its other end to one arm ofa bell crank lever 56 placed adjacent to the trackrway and to the other arm of which is connected a rod 57 to which the arm 3 is attached. The rod 57 is formed in two sections-which are connected by a rotary joint 58 whereby the section-57 will not only move endwise with the section 57, butmay rotate independently thereof. 59 is-adink which is connected atone end with the distant signalmovement, and at its opposite end to an arm 60 of a rock shaft 61 ournaled in bearings 62 and having an arm 63 towhich is connected a link 64. extends into a casting 65 .whereit connected to a counter weight 66 which is attached, to a shaft section '67, which has a square portion fitting within a coupling 68 by means of whichit is-connected to the end of the shaft section 57, suflicient clearance being provided within the coupling between the ends of the shaft sections 57 and 67 to permit of endwise movement of the section 57 due to the travel of bell crank 56.

p As the home signal is moved from one of its positions to the other, the trip. arm .3 through the connections described is moved plane of the head ofthe trackrails, where it will be entirely clear of both trip arms.

Instead of effecting these movements of the arm 3 by mechanical connections, saidarm may beshifted to its difierent positions by fluid pressure means, as shown in Figs. 12 to- 15 inclusive. In this case, the shaft sections 57 and 57 are moved endwi'se by means of a iston 69 in apneumatic cylinder 70 which s connected with a suitable source of fluid supply by a pipe 71 through a valved port 72, (Fig. 15). The valve 72 is controlled by an' electromagnet 7 3 whose circuit 7 4 is in turn controlled by a circuit controller connected to the home signal arm 75, as illustrated dia rammatically in Fig. 15.

When this arm 1s moved to danger position,

the circuit 74: is broken, and the exhaust; port '72 is opened to release fluid from the c linder 70, thereby causing the shaft sec:

tions 57 ,'-57 to shift endwise so as to bringthe tri arm 3 into the position shown in full lines 'H1 Fig. 13 by means of {spring 7 6, When the signal arm 75 moves to c ear position, the magnet'73is again ener i zed, thereby opening the'valve 72 and al owing fluidfrom the main supply to enter the cylinder 70. The piston 69 then moves the stop arm 3 to the'position shown by dotted lines in Fig. 13: The shaft section 571is rotated to i move the arm 3 out of operative position when the distant signal is at clear. position, in the same manner asshown in Figs. 9, 10

- and 11, except that the rod- 64 instead of being actuated by mechanical connectionv with the signal movement is actuated b a piston 77 in a. fluid pressure cylinder 78 {see The other end of this link- Fig. 14). This cylinder is supplied with fluid by a pipe 79 whose supply is controlled in any suitable manner by or in connection The counterweight 66 effects the return movement of the arm 3.

The advantages of our invention will be readily appreciated by those skilled in the art.

Our invention provides simple, positive and effective means whereby a train may be brought to a full stop or its speed reduced to any desired limit, wholly automatically, at any desired point or points either in connection with or independently of 1 the signal mechanism. When used in connection with the signal mechanism of a railroad, it provides means which make it impossible for an engineer to run by a home signal set at danger, and compels the reduction of the speed in passing a distant signal at caution. If, however, the track and signals are clear in 'one case, and if the speed of the train'is already at or below the limit in the other case,-the mechanism remains idle and inoperative. y 4 It will be understood that the detail construction and arrangement of the various parts herein-shown and described are illusportions may be changed in various ways,

without affeetingtheessential features of our invention, since 'Whatwe claim is:- i

1. In train control. apparatus, .valvem'echanism for bringing the train to. a full stop, a tri device for actuating the same, other valife mechanismfor efieeting a service-ape erating the last named valve mechanism, and means whereb such operation is dependent upon the spee of the train; substantially as described. 2. In train control apparatus, valve mechanism for eflecting a service application of the train brakes, a trip device forbperating the valve mechanism, a speed actuated device carried by the train, and means controlled by said speed-actuated device whereby the operation of-the .trip' device is dc pendent upon the speed of the train; substantially as described.

3. In train control apparatus, valve means for effecting a. service application of the brakes, a trip device for operating the valve s eed of; the train for rendering said trip evice inoperative except under predetermined conditions; substantially as described.

4. In train control apparatus, two trip actuated valve mechanisms carried by the train, one of said mechanisms being arl'tio'n in its speed, a track with the movement .of the distant signal.

trative only of our invention, and that such.

' ranged to bring the train to a full stop, and. the other to .efiect a predetermined reduc-I trip, and means for plication of the brakes, a trip device for opmechanism, and means controlled by the acetic and - tion to another, and connections between on the train for effectingeithe;

said trip and the distant signal for moving the trip into and out of operative position; substantially as described,

T. ln train control apparatus, home and distant signals, actuating means therefor, a pivoted and laterally movable track; trip, connections between said trip and the home signal for changing the position of said trip with reference to the center otthe track, and connections between said trip and the distant signal for moving said trip on its pivot into and out of operative position; snbstan tially as described. I

8 In train control apparatus, trip. de vice, a brake controlling valve, electroinagnetic means for operating said valve, and. a speed governor, the said electromagnetic means being; controlled in part by the and in part by the speed gov rnor; substantially described.

9 In train control apparatus, a trip arm, a brake controlling valve, a t for actnating said valve, a speed governor driven by the train, and switches actuated respectively by the tip and by the speed go ernor and controlling the circuit of the r net; sub stantially as described,

10. In train control apparatus, a trip actnated valve mechanism adapted to bring the train to a full stop, means controlled by a home signal for efiecting the operation of said valve mechanism, other valve niechanisin arranged to effect a service application of the brakes, and means for operating the last named valve mechanism controlled in part by a distant signal i art by the speed of the train; substantially as de scribed,

11, in apparatus for train cor ol, means full or a controllins service application of the brakes, track-operated trip devices for actuating said means,

and coacting movable trip devices adjacent to the track having actuating mechanism Which is inter-related to block-signal 1nech= anisin and means controlled by the speed of the train for rendering the means for sheeting a service application of the brakes inoperative when the speed of the train is below a predetermined limit, substantially as described,

12,. in apparatus for train control, means on the train for eilecting either a full or a vices carried. by the train for actuating said means, means controlled by the speed oi: the train for controlling the operation of the trip device for actuating the means for effecting a.

,L n coacting movable trip devices ad acent to the track, home and distant signals, actuating means therefor, and connections between the track trips and the signal-actuating means whereby the signals and track trips are set in certain corresponding positions and the brake applyii'ig devices on the train will be operated in accordance with the information given by the signals except as modified, by the action of the means controlled by the speed of the train, substantially as described 13. In apparatus train control, means on the tr for eliecting a service application or the brakes, a trip device for actuat ing the sa re, a speed controlled device for IV the action of the trip device, cooperating traclr trips, distant signals, and connecting actuating mechanism for the distant signals and track trips whereby When the signalis at caution, the track trip will be in position to engage the trip on the train, substantially as described.

ln testimony Whercol We havd'hereunto set our hands,

', JENS G. SCHREUDER.

" VIBE K. SPICER,

Witnesses as to J ens Schrender:

this Johnson,

C. WHITE.

W itness'es to Vi e Spicer:

E. l1 BARNES,

VT, n1 VAIQ'DERSLUIEQ service application of the brakes,

service application of the brakes, trip-de- 

